Category: Harley-Davidson

ExhaustNotes TV Review: then came Bronson

I’ve been on a then came Bronson kick lately. I can’t find any of the TV shows on YouTube but the website Dailymotion has a few complete episodes available free online and I’ve been watching them one a day for a week or so. A bit of backstory for motorcyclists under the age of 105: then came Bronson was an episodic, 1-hour TV drama about a guy traveling the country on his Harley Davidson Sportster. It was sort of like Easy Rider but without the drugs. This was in the era before Sportsters were considered a girl’s bike. In the late 1960’s the Sportster was a high performance motorcycle that ran with the best of the British bikes…in a straight line.

When tcB was a new show I watched it on a black and white television with maybe a 19” diagonal measurement. I was 12 years old and a TV show about motorcycles and motorcyclists not depicted as Hells Angels had never been done. I remember watching the TV show but I can’t remember specific episodes. In those pre-internet, pre-DVD recorder days if you missed the air date it was gone forever. Watching the old show on the Dailymotion site has been like seeing them for the first time.

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Bronson was from The Bay Area and he chucked it all to cruise around the California backcountry meeting interesting characters and saving damsels in distress. Watch the classic opening scene on YouTube: nobody wanted to be that guy in the station wagon. I guess distress is too strong a word. The damsels were more dissatisfied than distressed. They were small town girls trapped in boring lives and Bronson represented a different ending to the story. Bronson was their ticket to Any-where-else, USA.

James Dean and Michael Parks

Lord knows Bronson never went out of his way to encourage the girls but when you look like James Dean you don’t have to try very hard. Bronson’s sure-fire method for attracting women was to do exactly nothing. He wouldn’t talk unless really pushed into it. He never tried to get fresh or make the first move. Often he would fall asleep on a date with a beautiful woman who was holding up a cardboard sign that said, “Take me now, you idiot!” written in red lipstick. His method may have been sure-fire but his actual success rate was low. It wasn’t long before the girls would get frustrated, give up, and go back to their small town boys

Of course I didn’t notice this strangeness when I was 12 years old. It was enough to see a motorcycle on the television. Looking at the show today it is clear than Bronson suffered from narcolepsy and possibly landed on the high end of the autism spectrum. At times it seemed painful for him to speak, he would grimace before he could manage to drag the gut-hooked words out of his mouth. Sometimes when another character would ask Bronson a question his answer would be to turn away and look off into the distance. It was all too much for him.

It seemed like in almost every episode Bronson’s motorcycle would be wrecked. A car might back into him, he might run into a ditch and bend the forks or a friendly local might ride it into the lake. These crashes were a way to hold Bronson in a town long enough for the local women to throw themselves at him; normally it took two or three days for all of them to have a go at Bronson. If you’re a nitpicker for accuracy the scenes of Bronson repairing his bike will have you yelling, “That’s the fifth time you’ve put the gas tank bolt in!” or, “There’s no way you got that fender straight with two rocks!”

I’m poking fun at then came Bronson but it really was a great show that had a huge influence on my generation of motorcycle riders. Hell, it’s still a great show. Bronson came along at the exact right time to catch the first big wave of what we think of as modern motorcycling, when you could meet the nicest people on a Honda or a meanie on a Yamaha. The show still holds up well to re-watching if you can suspend logic for an hour. And who doesn’t love a show with a bronze-head Rudge in it?

Bronson
Me

As you can see in the photos above, watching then came Bronson had absolutely zero effect on me. I was lucky to travel around the country in 1975, only a few years after Bronson aired. The small towns in America still looked like scenes from then came Bronson. Today many of the towns I saw in my travels are boarded up and abandoned. Thriving businesses where I bought gas and a RC cola have crumbled into the ground. Turns out none of those people Bronson met and befriended really wanted to stay in their little towns. They didn’t know where they were going but they ended up somewhere.

After my Bronson binge I’ve been thinking about getting a jet-style, open face helmet like the one Bronson wore in the show. I know a full helmet is safer but I want more interaction with the environment, but not like my face on asphalt interaction. Maybe getting a few bugs in my teeth would be a good thing, and maybe I do talk a little too much. I’ll practice my pained looks and concentrate on the horizon. I wonder if I ignore CT long enough she’ll hold up one of those lipstick-lettered cardboard signs. That would be cool. Go check out then came Bronson on Dailymotion, and hang in there.

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Be a Professional Writer For ExhaustNotes!

Berk and I were discussing the challenges of taking on additional writers here at ExhaustNotes. We print new stories about every two days and while we appreciate our loyal readers it wouldn’t hurt to drag a bunch more subscribers into the fold. We’d like ExhaustNotes’ popularity to reflect the quality of the content and to increase ad revenue to match our prodigious output. Plus, younger, less jaded motorcyclists who actually like all the electronic junk manufacturers strap onto motorcycles would be kind of cool.

So we’ve decided to try a thing: Berk says the best way to increase Internet hits and ad revenue is to publish interesting stories from insightful and entertaining writers on a regular basis. To do that, ExhaustNotes will need more than just two guys typing in their spare time. We may need three.  Or four.  Or more.

I don’t know about you but I’m ready for some fresh new perspectives on motorcycling and with Berk pushing 72 and me pushing a crusty 65 we tend to give fresh new perspectives a bit of the old stinkeye. You’ll notice we type a lot of dream bike segments and none of them are modern bikes. Do not stand on our lawns.

Perspectives don’t have to be young to be fresh, just different. Let’s hear how you love the way your motorcycle makes all the power and braking decisions for the rider. Hey, you still get to steer… for now. Tell us about the biker lifestyle and how it differs from the cosplay actors at comic-com. Exactly how do you use a 200 horsepower, full-race motorcycle on the street and stay alive? Tell us in an interesting way and you’ll get paid for doing it!

How much will you make?

Glad you asked: ExhaustNotes uses a simple formula to calculate how much we earn. We take the total site income from advertisers and Google ads and subtract the expense of running the site. That gives us a pool of money to pay the writers. You won’t get paid by the word. For example, if revenue after expenses is $100 and we publish 100 stories then each story is worth $1. Now, say Berk writes 70 stories and I write 30 stories then Berk makes $70 and I make $30. This is the part where you new writers will come in: If we publish 5 stories from you then the split will reflect your contribution.  Berk divvies the money up twice a year, assuming there’s revenue.

On the surface this seems self-defeating, since you’ll be making the same amount per story as me and Berk then we must be losing money. Maybe not. The idea is to increase revenue, build the reader base and create a bigger pie. If it works we’ll all get filthy rich and go live with the prostitutes. Okay, maybe I can’t go live with the prostitutes but one of you guys might be able to.

We understand the unfairness of a 3000-word story earning the same as a 700-word story but life is full of unfair situations.  Writing for ExhaustNotes is just one more. Try to picture this whole ExhaustNotes website thing as a grand experiment that we are opening up to a wider pool of participants. Who knows what will happen?

If you’ve already been a guest columnist for ExhaustNotes you won’t get any money from your past stories. That ship has sailed. This new deal is going forward from today. Mike Huber’s Romanian travel story is the very first one of our new system.

A few other things you should know:  Berk is going to be the editor-in-chief and his word is final, meaning submitting is not the same as getting published.  Punctuation and grammar matter.  If Berk has to re-write your story to make it intelligible he probably won’t use it. ExhaustNotes only pays if we publish your story and we pay poorly at that. You retain all rights to your work and can do whatever you want with it. Remember: You are not going to make a ton of money doing this. If you feel our accounting methods are not strenuous enough don’t submit a story.

Having the proper mindset is critical.  Berk and I write ExhaustNotes for the fun of it. If you factor in our time, we lose money doing it and I see no good reason why you shouldn’t lose money writing for us, too. Any beer money that happens to come our way is gravy that we use to buy mini bikes and reloading components.  Topics are mostly motorcycle related with guns and construction materials thrown in, but any topic that is interesting will be considered. Everyone has to start somewhere; I started my writing career with a simple letter to the editor of The Key West Citizen. Let’s see what starts your writing career.

If you have a story you’d like to propose on motorcycles, guns, Baja, reloading, great rides, great roads, or any other topic you think would be of interest to our readers, email us with your story idea at info@exhaustnotes.us.

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Dreambikes: ’97 Suzuki TL1000S

The year was 1997 and the Ducati V-twins had been dominating magazine covers for years.  Not to be outdone, two Japanese manufacturers produced similarly-configured V-twins (actually, L-twins).  Honda had the SuperHawk, and Suzuki the TL1000S.  I’ve always liked Suzuki better, so I went with the TL1000s.  Suzuki offered the TL in two colors….a forest green with red accents; and bright red with yellow accents.  For me, it had to be red.

My ’97 TL1000S, somewhere in northern Baja.

I bought my TL at Bert’s in Azusa.  If I recall correctly, I negotiated the guys down to $8700 out the door, and part of that was a Yamaha 650 twin I traded in.  I had bought the Yamaha used from a guy in a course I taught at McDonnell Douglas, thinking the Yamaha would be like my old Triumph Bonnevilles but reliable.  The Yamaha was a bust. It was too heavy, it had cheap fasteners, the Hopper/Fonda riding stance was awful, it didn’t handle, and it lacked the low-end grunt of my earlier Triumphs.

I remember riding the TL home from Bert’s.  The riding was awkward with the bike’s low bars and high footpegs, but I got used to it and I made it less punishing with a set of Heli-Bars.  The Heli-Bars were slighly taller and wider (you got about an inch more in each dimension, which made a difference).

A stop for fuel in Catavina. The guys sell gasolina from bottles along Mexico Highway 1.

The TL was the fastest and hardest accelerating motorcycle I ever owned.  It would wheelie in third gear if you weren’t paying attention, and it went from zero to 100 in a heartbeat.  The bottom end torque was ferocious.  Fuel economy was atrocious, and it had a tendency to stall at low rpm.  But wow, did it ever look good.  Did I mention it was fast?

My friend Marty had an Aprilia V-twin (a Mille, I think, or something like that), another bit of Italian exotica, that cost even more than the Ducati.  Marty’s spaghetti-bender was more than twice what I paid for my TL.  We swapped bikes once on a day ride and I came away unimpressed.  My TL was faster.

Baja a few years ago.  Younger, thinner, and hair that hadn’t turned gray yet. That motorcycle made me look good.

I wanted the look of a sport bike, but I’m not a canyon racer and the exotic look didn’t do anything for me once I had ridden the TL a few times.  Then something funny happened.  My Harley died on a Baja ride.  I nursed my Harley home, parked it, and took the TL.  Surprisingly, it did a good job as a touring platform.  And I could ride at speeds the Harley couldn’t dream about.  In those days, if there were speed limits in Baja, I didn’t know about them.

That first big trip on the TL instead of the Harley cinched it for me.  I bought sportsbike soft luggage and used the TL on many rides after that.  700-mile days in Baja became the norm (I could make Mulegé in a day; the TL wouldn’t break a sweat).  The only downside was the abominable fuel economy (the fuel light would come on after 105 miles), but a one-gallon red plastic fuel container and a bungie cord fixed that.  It was Beverly hillbillies, but it worked. Not that there’s anything wrong with being a hillbilly (somebody’s got to shoot those road signs).

TL1000S touring. The bike was a surprisingly good touring machine.

Even with the TL’s mid-30-mpg fuel economy, I only ran out of fuel twice.  Once was on the Bodfish-Caliente Road (one of California’s best kept secrets).  I didn’t have my gas can with me; Marty rode ahead and returned with a gasoline-filled water bottle he hoped wouldn’t dissolve (it didn’t).  The other time was on Baja’s long stretch headed south to Guerrero Negro.  That road runs straight as an arrow, and I ran the TL at a surprisingly comfortable 145 mph (still well below the TL’s top speed).  The TL was fuel injected and when it ran dry it was like someone shut the ignition.  I poured my extra gallon in and made it to the next Pemex station.  The guys I rode with were still far behind.

I had fun with the TL, but I dropped it a lot more than any other bike I had ever owned.  All the drops were my fault.  The low-mounted sport bars restricted steering, and once when pulling into my driveway, there wasn’t enough to keep the bike upright.  Before I realized it, the bike and I were both on the ground (my first thought was to wonder if anyone had seen me).  The next time the bike was in my driveway, facing slightly downhill.  I started it to let it warm up, and the bike rolled off the sidestand.  Again, my first thought was if anyone had seen me.  The third time was more dramatic.  The TL had a slipper clutch; you could downshift with reckless abandon.  The clutch would slip and not skid the rear tire.  It was cool, until I used it diving hard into a corner.  The curb was coming up quickly and I wasn’t slowing fast enough.  The slipper clutch was doing its thing, but when I touched the front brake, that was enough to unload the rear wheel.  It broke loose and I fishtailed into the curb.  I went over the bars, executed a very clean somersault, and came to rest in the sitting position looking straight ahead.  I had been watching the Oympics on TV the day before and I remember thinking (as I completed my dismount) I could be a competitor. A woman in a station wagon saw the whole thing.  She rolled down her window and I half expected to see a sign with a 10 on it (like they do at the Olympics).  “Are you okay?” she asked.

“Yeah, I’m fine,” I answered.  “I’m a gymnast and I’m practicing.”  The window went up and she disappeared.

I loved the looks of the TL.   Yeah, the carbon fiber was faux, but I didn’t care.  In those days I was running a factory that made carbon fiber aircraft stuff and I never understood the attraction.  Even with fake carbon fiber, the TL was a motorcycle that looked fast.  And it was.

Serious miles were easy on the TL1000S.

Suzuki only made the TL for a few years.  Some guy in the UK killed himself in a speed wobble, the bike got an Internet rep as a tank slapper, and that killed sales worldwide.  Suzuki had a recall to add a steering damper, but the damage had been done.  Bert’s installed the damper on my TL, I couldn’t feel any difference , and my bike never went into a wobble (either before or after the recall).  My hypothesis is that the UK guy rolled on too much throttle exiting a corner, lifting the front wheel with the bike leaned over.  That will induce a wobble, you know.  There was another recall to fix the low speed stalling issue.  I guess it worked; my bike never had a low speed stall after that.

Suzuki offered a more radical fully-faired version called the TL1000R (I didn’t like its looks), but the TL-R didn’t survive, either.  The engine, however, proved to be a winner.  Today, 25 years later, a detuned version is still soldiering on in the ADV-styled V-Strom.  I never owned a V-Strom, but I should have.  Everybody I ever talked to who owned one loved the V-Strom.  Me, I loved my TL.

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Catching Up

Here’s a quick update on things we’ve posted about recently.

Someone else won the auction for Hank Williams .357 Ruger Blackhawk, and like I said I would, I ordered a New Model Ruger Blackhawk instead.  To my astonishment, the Hank Williams gun sold for a whopping $4,993.37 (when new in 1972, it was a scosh over $100).  My New Model .357 Blackhawk is at the local dealer, and I’m in the Peoples Republik 10-day cooling off period.  I snagged it for $659 on Gunbroker, a reasonable price in today’s economy.  I’ve got a bunch of ammo in a variety of flavors reloaded and ready to test, but I think I know what works in a Blackhawk.  We’ll see.

I took Poppy’s watch to the repair shop and it was enlightening.  My guy opened the watch up, which confirmed it is 14-carat white gold and revealed the serial number.  The watch tech looked it up, and I learned that Poppy’s watch dates to 1884.  It’s 138 years old and it’s still ticking.  It’s the oldest and coolest thing I own.

Gresh’s blog on a proposed vintage bike gathering in New Mexico garnered a lot of comments and it was picked up by Motorcycle.com.  I think this event it is going to happen.  A few guys have posted it on other forums (we appreciate that).  We’ll keep you updated right here on the ExNotes blog.

The Harley that flew off the Oakland Bay Bridge?  It’s still under water (dive crews can’t find it).  I wouldn’t have thought it worth the effort (you know, you can buy a brand new Chinese motorcycle from CSC for less than what a used Harley costs).  I would think the divers could just look for the oil spots and work back, but hey, what do I know?

I found the piece Gresh did on the Vintage Japanese Motorcycle Club particularly appealing and I joined the VJMC, too.  Like Joe, I recently received my first print magazine, and Gresh was right….there is a special excitement in getting an actual printed magazine in the mail.

The Gresh Husky saga soldiers on.   Joe is already deep into the guts of his Husky’s transmission, and his engineering talents and Ebay prowess are moving things in the right direction (you’ll get an update on that in the very next ExNotes blog).  Good buddy Terry pointed out that Gresh could have bought a used Sportster for what he’ll have into his Swedish meatball (it seems that Harleys are the benchmark for all things motorcycle).  With Gresh’s considerable skills and Harley’s rumored reliability, maybe the best approach would be to wedge a Milwaukee transmission into the Husky (a Husky-Davidson?).  Like you, I’m looking forward reading about how this adventure progresses.

And finally, one last comment, this one on Mosin-Nagant rifles.  We’ve done Mosin stories (see the Tales of the Gun page).  It’s no secret I’m a big fan, and it looks like that interest could pay dividends if I was interested in selling my Mosins (I’m not).  Rock Island Auctions recently published an article on Mosin-Nagant price trends, and it shows they are sharply up.  That’s good.

So there you have it.  We appreciate you following the ExNotes blog and we appreciate your comments.  Please keep the comments coming, and as always, please keep hitting those popup ads!

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A Harley Submarine?

Everybody who’s ever thrown a leg over a motorcycle has a story about when they crashed.  This guy (who’s name I do not know) has us all beat.  Last Thursday night, our unnamed hero was riding his Harley-Davidson across the Oakland Bay Bridge (the other big bridge connecting San Francisco to the mainland) when some dweeb in a Mini Cooper merged into his lane.  A crash ensued, the rider came off the bike and suffered minor injuries, but the Harley kept going.  And going.  And going.  Until it hit the rail and (you guessed it) went over the side.

The Oakland Bay Bridge is 190 feet above the Bay.

This fellow sounds like one tough (and lucky) dude.  According to the news reports, he transported himself to the hospital, where he was treated and released.  Also according to the news reports, no citations were issued to either our would-be U-boat commander or the Mini pilot.

The CHP and the Fire Department say they know exactly where the bike is.  (So do I.  It’s in San Francisco Bay.)  The emergency responders will attempt to recover the motorcycle at a later date (the water under the bridge is about 100 feet deep).  They are worried about it leaking gas and oil into the Bay.  There’s a joke in there somewhere.   Harleys are known to leak both, you know.  I know Harley is moving to liquid cooling, but this is ridiculous.  There’s got to be more.  Let’s hear ’em.

As motorcycle crash stories go, this has to be one for the ages.  I’m glad our hero (whoever he is) came through it with only minor injuries.  Ah, the stories he’ll be able to tell.

So, here’s an invitation.  Recognizing it’s not likely any of us will ever be able to top this story, what’s yours?  Got a good crash story?  We’d love to hear it.

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Sea Turtles and Kaloko-Honokōhau National Historical Park

Wow:  Hawaii is just full of suprises.  The adventure on this fine Hawaiian morning was another National Historical Park, lava fields, a rugged downhill (and then uphill) hike over a jagged lava path, sea turtles, and a rotting meat flower (no kidding!).  A rotting meat flower?  You bet.  Read on and you’ll see.

We asked the Park Ranger at the entrance if we would be able to see the sea turtles, and he told us it all depended on what they were doing. “They might be sleeping, they might be out to sea, or they might be eating…you never know until you’re down there.”

Down there meant taking the 1.3-mile hike to the Pacific’s edge, which we proceeded to do.  We were lucky; the turtles were out in force munching on the algae that grows on the rocks.  They were huge…their shells were maybe three feet long.   It was really something to see.  There were seven or eight turtles in the shallows when we arrived.

On the return hike Sue noticed an unusually attractive and large flower in a ravine next to the lava path.  I had the 24-120 lens on my Nikon and I didn’t want to attempt climbing down the jagged lava to get closer, so I zoomed in and grabbed this shot.

What struck me as unusual about the flower was its size, the fact that it seemed to be growing out of a cactus plant, and the flower’s markings and vibrance.  I wasn’t sure how to start researching a flower from a photo, but while I was looking at the photo Google popped up a Wikipedia link.   The Wikipedia page had a photo, too, and no doubt about it, it was my flower. Here’s what it said:

Stapelia is a genus of low-growing, spineless, stem succulent plants, predominantly from South Africa with a few from other parts of Africa. Several Asian and Latin American species were formerly included but they have all now been transferred to other genera. The flowers of certain species, most notably Stapelia gigantea, can reach 41 cm (16 inches) in diameter when fully open. Most Stapelia flowers are visibly hairy and generate the odor of rotten flesh when they bloom.   The hairy, oddly textured and coloured appearance of many Stapelia flowers has been claimed to resemble that of rotting meat, and this, coupled with their odour, has earned the most commonly grown members of the genus Stapelia the common name of carrion flowers. A notable exception is the sweetly scented Stapelia flavopurpurea. Such odours serve to attract various specialist pollinators including, in the case of carrion-scented blooms, blow flies of the dipteran family Calliphoridae. They frequently lay eggs around the coronae of Stapelia flowers, convinced by the plants’ deception.

I had heard of such flowers and I always wanted to see one.  For me this was a first.  I know what you are thinking, and no, I didn’t get close enough to take a whiff.  Maybe next time.

Here’s the same flyer I showed in a previous post from Hawii.  We weren’t on motorcycles on this trip, but rentals are available and I thought the pricing was reasonable.

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Hawaii Volcanoes National Park

The Big Island, Hawaii, was formed by volcanoes, like the other Hawaiian islands and nearly all others in the Pacific.  Five volcanoes formed the Big Island, and one is still active.  That’s the Kīlauea volcano.  It’s the one you see above.  It’s the one we visited recently.

The walk from the park entrance to the Kileaua crater.

It’s a bit of a hike to get to the Kīlauea volcano crater once you enter the Hawaii Volcanoes National Park (the photo above shows the way in), but the hike is worth it.  Hawaii Volcanoes National Park is one of the few National Parks in Hawaii that charges admission.  I have the brass pass (the senior citizen National Parks lifetime pass), which has to be one of the best deals ever.

The big photo at the top of this blog is the crater, and it was impressive.  Hissing steam, a bit of lava flow, and a hint of what this planet is all about.  It was only in the last 50 years that the US Navy completely mapped the Pacific floor.  The Navy survey found many underwater mountains formed by volcanoes, all in a straight line.  A theory emerged that these were formed by the same magma eruption (i.e., a volcano) that created the Hawaiian Islands (which are the end of that straight line).  The eruption is a fixed point; the islands and underwater mountains  that extend in a thousand-mile-long straight line occurred as a result of tectonic plate shift over this point.  Fascinating stuff.

Lava in the Kīlauea crater.

The red glow you see in the photo above is lava in the Kīlauea crater.  I was a good half mile or more away from it, but thanks to the 24-120 Nikon lens and a bit of PhotoShop cropping, it looks like I’m right there. Trust me; I wasn’t.

We stayed just outside the Park on Volcano Road in a bed and breakfast tucked away deep in a tropical bamboo forest.  It was pretty cool and very remote.   Think banana trees, palms, humidity, colorful birds, and everything you might expect to see in an equatorial jungle.  We had a herd of wild pigs briefly wander into our yard one afternoon (and I, without a rifle or a camera, could only stare).  Surprisingly, the nights were deafening thanks to the Coqui frogs.  The Coqui frogs are an invasive species from Puerto Rico.  A few evidently hitched rides on plants coming from Puerto Rico to Hawaii.  The Coqui have no natural enemies in Hawaii, and they reproduced to levels previously unheard of (folks who know about this stuff estimate the Hawaiian Coqui population density at roughly 2,000 frogs per acre, and with no natural enemies, the levels are still climbing).  Well, maybe “unheard of” is probably a poor choice of words.  Believe me, at night, all you can hear are the Coqui.  Their “croak” is a 100-decibel “Co Kee” and when you multiply that by 2,000 per acre…well, you get the idea.  How a  tiny frog the size of half your thumb generates that kind of noise is beyond me.  It’s deafening and goes from dusk to dawn.  The good news is that the Coqui are only in the jungle areas; we didn’t have that problem on the other side of the island.

To state the obvious, you can’t ride your motorcycle to Hawaii.  But you can rent a motorcycle there.  The going rate is about $200 for a day, and if you rent for several days, the rate drops a bit.  The roads through Hawaii are scenic, and in a week on the Big Island you can pretty much take in most of what there is to see.  I checked out the motorcycle rentals in Hawaii’s Waikaloa Village.  Big Island Motorcycle Company had Harley big twins, Sportsters, and Suzuki V-Stroms, along with Polaris three-wheelers and other vehicles.  Gas prices in Hawaii were high, but surprisingly, they were below what gas costs in California these days.

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Back in print, and only $9.95!

The Complete Book of Military and Police Motorcycles is back in print. I wrote the book over 20 years ago.  Then the Internet accelerated and the printed book market tanked.  Paladin Press (the publisher) went out of business, and just like that, so did the book.  But that was then and this is now, and The Complete Book of Military and Police Motorcycles is back in print and available on Amazon.

You might wonder:  Where did I get that fantastic cover photo?  The photo shows Trooper Ralph Dowgin, a New Jersey State Trooper who went on to command Troop D (the Troop that patrols the New Jersey Turnpike, the most heavily-traveled road in the country).   I actually met Trooper Dowgin when I was a boy (my Dad knew him).   The photo came to me from my good buddy Mike B, who retired as the New Brunswick, New Jersey, Chief of Police.  Like they say, it’s a small world.

The story of police and military motorcycles is an intriguing one, espeically as it applies to the US War Department, Indian, and Harley-Davidson. During World War II, the US government bought motorcycles from both Harley and Indian, but the positions taken by Harley and Indian were worlds apart.  The Feds told both manufacturers they had to stop producing for the civilian market and focus exclusively on military motorcycles.  Indian did what they were told.  Harley told the government that they, not some government bureaucrat, would decide who to sell motorcycles to. Harley called the government’s bluff, and they got it right.  The War Department continued to buy Harleys as Harley continued selling to the civilian market, and the results were predictable: When the war ended Harley still had a civilian customer base and Indian did not.  Indian struggled for a few years trying to regain market share, but the damage was done and the handwriting was on the wall.  Indian went under in the early 1950s.

If you buy a copy of The Complete Book of Police and Military Motorcycles, understand that it describes the market as it existed when the book was published in 2001.   Things are a little bit different now.  Future plans call for an update to include today’s military and police motorcycles, but that’s far in the future and the book will sell for a bunch more than $9.95.   I’ll have a Kindle ebook version at some point in the future, too, but it’s not going to be immediate.  For now, it’s print only, and it’s only $9.95.  Spend the bucks, make a friend for life, and don’t forget:   Click on those popup ads!

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Bill’s Old Bike Barn: Guzziland and Motomilitaria

One of the main halls in Bill’s Old Bike Barn features Moto Guzzi and military motorcycles along with other militaria, motorcycle engines, and more.  We know Moto Guzzi primarily as sporting motorcycles.  Back in the day, though (the day being World War II and beyond), Moto Guzzi made motorcycles for the Italian Army.  Good buddy Bill has a few and they are on display, along with military motos from Germany and America and sporting Moto Guzzis.

There’s just so much to take in. I imagine Bill enjoys collecting and curating these things. That’s a cargo parachute, and it fits the collection nicely. There are several airplanes throughout Bill’s Old Bike Barn.

The Harley WL comes to mind first when anyone mentions military motorcycles.  It’s the iconic World War II American military motorcycle.  It’s a 750cc flathead V-twin, OD green, and it has a scabbard for a .45 ACP Thompson (and there’s one in Bill’s WL).

The quintessential American military moto, also used by Canadian forces. When I was a kid, we heard stories that you could buy these brand new, still in the shipping crates, for $25. I never found out if that story was true.

The German counterpart was a 750cc flathead BMW and sidecar. Zündapp also provided sidecar bikes to the Wehrmacht.  And BMW also had a 600cc overhead valve model.  Bill has a BMW with sidecar on display in this hall, but it’s a later model (note the overhead valve engine configuration).

A World War II BMW with sidecar.

Here’s another interesting military motorcycle:  The 1946 500cc single-cylinder Moto Guzzi Alce.  You wouldn’t think a motorcycle would be notable for its sidestand, but that’s one of the first things I noticed about it and Bill made the same comment.  If you’ve ever tried to park a motorcycle in soft sand, you’ll know what this motorcycle is all about.

A 1946 Moto Guzzi Alce. It’s also the cover photo for this blog.  Note the passenger handlebars.
A macro shot of the Alce storage compartments.
This is a serious kickstand. I could have used this in a few spots in Baja!

Harley-Davidson wandered into the military motorcycle world when they bought the Armstrong-CCM company in 1987.  Armstrong had a 500cc single-cylinder Rotax-powered bike and Harley probably thought they would make a killing selling these to the US Army, but they were a day late and more than a dollar short.  The Army had zero interest in gasoline-powered vehicles (the US Army has been 100% diesel powered for decades…I knew that when I was in the Army in the 1970s).  The effort was quickly abandoned.  That’s the bad news.  The good news?  The Harley MT 500 military bikes became instant collectibles.   And Bill’s Old Bike Barn has one.

A Harley-Davidson MT-500. “MT” was an abbreviation for military transport; it more accurately was an acronym for sales results (as in “empty”).
Interesting, but for Harley it was no cigar.

The military room also houses the Moto Guzzi Mulo Meccanico, and motorcycle half-track featured in an earlier ExNotes blog.

The Mulo Meccanico, a case study for why complexity for complexity’s sake always comes in second place. Intended to replace live mules in Italian Army service, the real donkeys had the last laugh. Or was it a hee haw?

The Mulo and the Alce military bike share real estate in Bill’s Old Bike Barn, along with commercial and very desirable Moto Guzzi non-military motorcycles.  Here’s an early 1970s Moto Guzzi Ambassador.

A Moto Guzzi Ambassador from the early 1970s, when Bill was a Moto Guzzi dealer.

Bill’s Old Bike Barn includes what has to be the definitive Moto Guzzi motorcycle classic, the Falcone 500.  In case you’ve ever wondered, it’s pronounced “fowl-cone-ay.”  Fire engine red is a color that works well on Moto Guzzis.

A beautiful 1951 Moto Guzzi Falcone, also known as the baloney slicer for its exposed flywheel on the bike’s left side.
A 1000cc Moto Guzzi sports bike.

One of the more unique “motorcycles” in Bills Old Bike Barn is a 1961 motorcycle-based dump truck.   Bill kept it in its original unrestored condition for a number of years and used it to haul manure around on his farm (I used to write proposals in the defense industry, so Bill and I have that in common).  Bill cleaned up the Guzzi dump truck, customized it with a show-worthy paint job, and made it too pretty to use.  This is a three wheeler built around the same 500cc Falcone baloney-slicer motor shown above.

A Moto Guzzi trike dump truck. Gresh and I have a thing for three wheelers reaching back to our ride across China. Bill used this one for hauling manure around the farm.
The Guzzi dump truck’s motorcycle underpinnings are obvious.
Stunning by any standard.

So there you have it, folks.  This is the last in our series of blogs about Bill’s Old Bike Barn.  I enjoyed my visit to Bill’s more than I have to any other museum, partly because of the content and partly because of Bill.  If you’re looking for a worthy destination and an experience like no other, Bill’s Old Bike Barn should be at the top of your list.  I’d allow a full day for the visit, maybe with a break for lunch.  We asked Bill for the best kept secret regarding Bloomsburg fine dining and his answer was immediate:  The Scoreboard.  It’s only a mile or two away and you can Waze your way there.  Try the chili; it’s excellent.

There are six blogs in our series about Bill’s Old Bike Barn.  Here’s a set of links to the first five:

Our first blog on Bill’s Old Bike Barn?  Hey, here it is:

Bill Morris:  The Man.   It’s a great story.

Military motorcycle half-tracks?  You bet!

With 200 motorcycles in his collection, Bill’s personal favorite might surprise you!

What drives a man like Bill to collect?  Our story on Billville and the Collections answers the mail:

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5 Things I Don’t Like About The Custom Motorcycle Scene

The Quail motorcycle show Facebook page posted up photos of the bike that won Best In Show. The bike was a Vincent V-twin engine slung into a banana style frame. The front wheel was almost all brake drum with the levers and pivots inside the polished backing plate/dust cover. The foot pegs were forward mounted and the handlebars were very low attached near the top triple clamp, the control levers were internal cable type to leave a clean tube.

To ride the bike, if it was even rideable, your body would be bent into a severe “C” shape. For me, the bike would be unusable and I don’t think anyone ever really planned on riding it more than a mile or two. I don’t want to pick on this particular machine.  There is no denying the skill that went into the build, but the bike reminded me why I’ve gone sour on custom, show bike stuff. Here’s my list of 5 reasons I don’t like custom bikes.

Reason Number One: Professional Builders

I understand that people have to make a living. If you are good at building custom bikes you should get paid for it. However, from the customer standpoint hiring others to build a custom bike for you ultimately means nothing. Well, not nothing…I guess it means you have the money to hire a builder. Yea you.

Motorcycles are tools to build your personal experience.  They are the means, not the end. The rides you take in the stinging rain, switching to reserve on a lonely highway or cold ice cream from a glass-top freezer are the true artistry of the motorcycle. Making the mundane exceptional is the reason motorcycles exist. Having a custom bike won’t make that experience better any more than a gold-plated paintbrush will make you a better artist. Throwing tons of money at a professional builder to win a bike show hollows out the win. What was it for? You didn’t paint that picture.

Reason Number Two: Regressive Engineering

I’ve built custom bikes in the past. They would be considered Tracker-Style today but back when I built them the goal was lighter weight, improved handling, better braking and more speed. I wasn’t averse to making the bikes look cool as long as it didn’t get in the way of a better motorcycle. The modern custom bike scene sees master engineers and amazing craftsmen devoted to making fantastically intricate clockwork movements that cannot tell the time of day. Look Ma, no hands! Useless quality, while nice to look at, is still useless. The custom-built bike turns out to be a worse motorcycle for all the effort. The handling is worse, the practicality is much worse, the braking is worse.

We see beautifully designed, narrow tube chrome forks that work as if they have no suspension. We see swoopy frames connected with buttery welds but poor in every factual way. They scrape the ground rounding a mild corner and flex under the slightest load. Think of the misallocation of skills: we have our best and brightest motorcycle engineers and craftsmen wasting their time building non-functional wall hangings. We are squandering talent and treasure and there isn’t that much around here to squander.

Reason Number Three: Art for Art’s Sake

I hear you. These are rolling art projects. Custom bikes aren’t supposed to be sensible. I learned a long time ago that art is defined by the artist: If you say it’s art then it’s art, dammit. My problem is that there’s nothing particularly new or innovative going on in the custom bike scene…oops… I mean art world. The motorcycles are all derivatives of each other with the few new-ish ideas getting beat to death over and over. Is it really art if we are just coloring between the same lines? Is bolting on a tiny fireman’s ladder art? How low can we set the bar?

I’m going to cause hurt feelings here but the custom bike scene is no more artistic than making a different length lanyard in your grade school arts and crafts class. In fact, it is craft, something that can be taught and through repetition honed to perfection.

Reason Number Four: Stupidity is the New Cool

Up until the 1980s most custom bikes were rideable. A little rake, a bit of extension to get the stance right, funky pipes, and maybe a cool seat, but the bike could still get around without causing too much pain. Those days are gone, replaced by the excess, the decorative, and the soulless. Now custom bikes must tick all the stupid boxes. Hubless wheels? Check. Horribly ugly bagger with giant front tire? Check. Cookie cutter, store-bought choppers that look exactly the same as every other cookie-cutter chopper? Check. If you’re going to remove the burden of function and place a motorcycle in the art world then that world demands better than what we see now. How many Mona Lisa copies does it take before someone builds a melting landscape? The custom scene is boring crap and deep in your heart you know it.

Reason Number Five: I’m Getting Too Old For This

When we were kids we used to cut up good running motorcycles thinking we were doing something worthwhile. My dad would tell us to leave it alone, that we were just going to make it worse and he was right. We did make the bikes worse. There are a million Harleys out there so go ahead and butcher them if you must, but when I see a nice classic bike tore up to make look it look like a child’s toy I say, “I’m getting too old for this.” I realize that everything I cherish will disappear eventually. I know that it’s your bike and you can do what you want to it. I know it’s none of my business, but if destroying nice bikes to make boring customs is your thing I don’t have to like it. Skill and craftsmanship do not absolve you from responsibility and I will not go quietly into the night.

More listicles?  Here they are!

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